Traffic controlling device



June 28, 1932 A. H. KINGHORN, .JR

TRAFFIC coN'TRoLLING DEVICE Filed Aug. 19. 1950 2 Sheets-Sheet 1 June 28, '1932. A. H. KINGHORN, JR 1,865,193

TRAFFIC coNTRoLLlNG DEVICE 2 Sheets-Sheet 2 Filed Aug. 19. 1930 @ffm " if the switch.

Patented June 28, 1932.

UNITE STTS ARCHIBALD H. KINGHORN, JR., OF O AKMONT, PENNSYLVANIA TRAFFIC CONTBOLLNG DEVICE 1 Application filed August 19, 1930.

l driven cars consists in passing a given point with the power either on or oii, depending upon the desired selection. TWhile this operation is fairly satisfactory for electrically driven cars or locomotives, it is generally necessary to slow down at this given point to a low speed such as' five miles per hour to permit its proper operation. Obviously a device of this character is not adapted to steam locomotives or motor vehicles. fl It is the object of the present invention to provide an automatic switching device in which the selection is obtained in a` different manner without necessitating the stopping or substantial delay of the car approaching The improved type of device is moreover adapted to steam or motor driven cars.

Detailed objects of the invention whereby a proper operation is secured will be apparent from the following description read in conjunction with the accompanying drawings, in which:

F ig. 1 is a wiring diagram showing the preferred form of device applicable to elec- 7 trically propelled cars; and

Fig. 2 is a wiring diagram of a similar arrangement applicable to either electrically driven or other cars or locomotives.

In the wiring diagrams various fuses, switches and the like have been omitted 'for the sake of clearness and the conventional features of the device have been diagraminatically illustrated, as they are well known.

Referring first to Fig. 1, 2 indicates an overhead trolley wire extending along the main track, the portion of this wire beyond the switching point 10 being designated 2. 4t designates the trolley wire extending over r t-he branch track from the switch point 10. D 6 indicates the trolley wire on an adjacent Serial No. 476,294.

track, the normal direction of the cars on the two tracks being indicated by the arrows.

8 indicates the trolley wire following a connecting track between the two main tracks. The system shown is of the single overhead wire ground return type.

rlhe position of the switch points at 10 is controlled in any well known manner by means of the plunger 12, operative in opposite directions by power solenoids 14 and 16. 60 `inasmuch as the connections between this plunger and the. switching points may be of any well known variety, the details have not been shown. Y

1n the normal condition of the system, in 65 the absence of any cars in the operative portions thereof, the relay 18 is continuously energized. This is elected by reason of the fact that the contact 20 is maintained closed by the attraction of the armature 21 by the 70 relay 18, the circuit being from the line 2 through the contact 20, the armature 21, the resistances 22 and 24, the relay 18, the resistance 26, the contact 28, and the solenoid 14@ to the ground. By reason of this continuous energization of the relay 18, a second armature attracted thereby maintains closed the contact 30. The resistance of the rel-ay 18, in series with the other resistances, is suflicient to prevent the solenoid 14 from 30 normally attracting the plunger 12. The various el-ements of the device are in the positions described above and as illustrated in the ligure when the system is free of cars. The switch will be in the position in which it was set for the passage of the last car, its position being immaterial to the subsequent operation of the system.

If, now, a car is proceeding in the direction of the arrow along the track associated with the wire 2, contact is momentarily made by the trolleys bridging the gap between the trolley wire and contact 32 which may be of the ordinary overhead variety of contact commonly used in connection with trolleys. This momentary contact energizes relay 34, which is connected between the contact member 32 and ground. Contact 36 is thus closed, energizing relay 38 which in turn closes the contact 40, which acts as a locking device '100 maintaining the current through the relay. At the same time, a motor 42, which is preferl ably of an induction type, is started by the closure of the circuit through its main field 43. This motor drives through suitable reduction gearing, a commutator member containing a number of segments 44, 46, 48 and 50 which are illustrated developed in the figure. That is, the distance between the two dotted lines indicates 360. The first segment eX- tends throughout the circumference and makes continuous contact with a brush 52. The second segment 46 extends through substantially 360o, but has a small break ther-ein as indicated. At the time the commutator begins a. revolution, the brush 54 contacts with the advancing end of this segment. The segments 48 and 50 are arranged as shown. the segment 50 starting adjacent the end of the segment 48. At the time the revolution starts, the brushes 56 and 58 do not make contact with the segments with which they are associated. All of the segments are electrically connected with each other as indicated. It will be noted that the circuit 'through relay 38 is completed through brush 54, segments 46 and 44, and brush 52. at the beginning of a revolution. As the end of the revolution approaches, brush 54 rides oit the rear trailing-end of the segment 46, breaking the circuit through relay 38 and deenergizing the main field ot the motor. The inertia of the parts is sufficient to permit an overrunning of the motor and connnutator so that the break in the segment 46 passes the brush 54, which thereafter makes Contact with the advancing end of the segment. EX- cessive overrunning is prevented, however, due to the braking eect of Ith-e auxiliary field 43 which limits the overrun to one or two revolutions vamounting to inst sutlicient movement of the commutator to renew contact between 54 and-46. It will be clear from the above that upon each energization of the relay 34 by the making of Contact 32 a single revolution Vof the commutator takes place.

Tmmediately after the commutator begins to rotate, brush 56 makes contact with segment 48, thereby lighting the green lamp G. If, now, during the period when this lamp is lighted, the trolley passes the contact 60, the switch will be set so that it may proceed straight ahead. This is effect-ed in the tollowing man-ner:

Vhen connection is made by the trolley between the line and the Contact member 60, relays 62 and 64 are energized through resistance 63 and contact 30 which is normally closed. As soon as the relay 62 is energized, contacts 66 and 68 are closed so that they are not only connected to the armature but also to each other through the armature. Simultaneously relay 64 closes its Contact 70 so that line voltage is applied through contact 70, solenoid 74, and Vcontacts 68 and 28 to the solenoid 14 causing it to attract the plunger 12 if it is not already within the solenoid. Movement of the plunger to the left hand position illustrated iixes the switch so that the car may proceed straight ahead. The resistances in this circuit through solenoid 14 are relatively low so that a heavy Current passes, furnishing suiiicient power to throw the switch.

It will be noted that the solenoid 74 is wound on the same core as the coil of relay 64 so tiat the same armature is attracted by both relays. lnasmuch as the relay 74 maintains contact 7 0 closed, it may be said to lock itselic in an energized condition.

1t is to be not-ed that while the contact at 60 may have been momentary, the relays 62 and 64 remain energized up to the present time by reason of the closure of contacts 66, the line voltage being applied from 71 through 70, 74, 66, 61, 63 and 30. Both resistances 61 and 63 suitably limit the current. rlhe arrangement of 61 and 63 is such that a relatively heavy current flows during tie initial energization, resistance 63 only being in the circuit to the relays from 60.

The making of contact 70 at the same time applies the line voltage to the pole 72 of the relay 18. Accordingly line voltage is applied to both poles of the relay so that it is cle-energized and contacts and 30 are opened. This relay, however, is oit a slow release type, so that the opening of the contacts takes place relatively slowly. Another parallel circuit to the solenoid 14 is formed through contact 70, point 72, resistances 26 and contact 28. The resistance 26 is preferably adjustable and approximately the same as that ot either of the solenoids 14 or 16.

As soon as contact is broken, relay 62 is fle-energized, permitting an opening of contacts 66 and 68, breaking the main circuit through the solenoid 14. However, after contact 68 is broken there is still to be broken an instant later a second circuit to the solenoid 14 through the opening of 70, this circuit being through 72, 26 and 28. Very little sparking accordingly occurs at the point 68. and the resistance 26 eliminates excessive sparkg at the point 70 since thc current through. the solenoid is substantially cut in half. The blowout coils extinguish arcs at both of the-Se contacts.

The switch has now been thrown into its proper position to permit the car to move straight ahead and all or" the relays 18, 62, 64 and 74 as well as solenoid 14 have been deenergized. In view of this, it is obvious that if a succeeding car made contact at immediately after the preceding car, it would not effect any change of the switch, so that thereby there is eliminated any possibility of splitting the switch under the preceding car or changing its position prior to the time when the car reaches it.

In order to clear the apparatus to permit a subsequent car to actuate it, a trolley contact 76 is located along the line 2 beyond the switch. As soon as the trolley causes connection between the line and the contact 76, the circuit is closed through contact 78, relay 80, resistance 24, relay 18, resistance 26, contact 28 and solenoid 14 to ground: The relay 18 thereafter closes contacts 20 and 30, contact 20 locking the same as above described so that the parts are restored to their original positions with contacts 20 and 30 permanently closed. The system is thus free to be operated by a succeeding car.

The above description was based on the assumption that contact was made at 60 during the time brush 56 contacted with segment 48 and the green lamp G was lighted by reason of the fact that the car maintained full speed between 32 and 60. If, however, after passing contact 32, the car proceeded more slowly, the segment 48 would have passed brush 56 and contact between segment 50 and brush 58 would have taken place. In this case, the yellow lamp Y would have been lighted and relay 82 energized, attracting its armature and closing contact 84. If, then, during the period when the yellow lamp was lighted, the car closed the contact at 60, a series of operations similar to that above described would take place, with the exception that the current would pass through contact 84, energizing solenoid 16, whereby the switch would be thrown so as to cause the car to turn from the main track and proceed in the direction of the wire 4. In this case, the clearance of the system would be effected by the closure of the contact 86.

It will be clear from the above that the contacts 32 and 60 may be so spaced that a minimum of delay would be occasioned to a car which is to take the branch track; for eX- ample, the contacts might be so spaced that a reduction to half speed would suffice to secure proper operation. If a car, intended to proceed straight ahead, should be delayed between 82 and 60, it would be necessary to wait till the lamp Y was extinguished whereupon contact at 60 would set the switch for straight ahead movement.

The lamps G and Y should be adjacent contact 60.

In order to warn the operator of the car of the proper posit-ion of the switch, which might be some distance beyond 60, prior to the time the car moves thereover, there is provided a relay 88 connected to the line and to the ground through the parallel green and yellow lights G1 and Y1, as will be now described. The energization of the relay 88 breaks the contact 90, thereby opening the circuit through a red lamp R. Whenever the relay 88 is de-energized, the contact at 90 is made, lighting the red lamp. The three lamps Y1, G1, and R are adjacent the switch.

In series with the yellow and green lamps Yl and G1, respectively, are brushes 92 and i 94 arranged to contact with a segment 96 as it moves from one extreme position to another. The segment 96 illustrated in Fig. 1 is shown in its eXtreme left hand position. It is connected with the switch points so that as the switch point moves from one position to the other contact is made selectively with either brush 92 or brush 94. A conducting block 100 is carried by the plunger 12 so that in the extreme positions of the solenoid it bridges contacts in series with the segment 96. By the aforementioned connections it is insured that the yellow or green lamps will n-ot be lighted unless the switch points and he plunger 12 are in their eXtreme proper positions. If they are otherwise, the red lamp R is lighted.

A further safety device is illustrated in connection with the cross-over located at the position of the wire 8. It is possible that a car moving in the direction of the arrow might proceed along line 2 so as to make successive contacts at 32 and 60 without, however, passing the switch point 10. It might then move backwards across the connection 8 upon the line 6 so as to proceed in the opposite direction. In such case the relay 18 would have been cle-energized and contacts 20 and 30 -opened so that any succeeding car could not operate the system. It is therefore necessary that some means should be provided to cause a clearing of the system during the passage of the car along the crossover. A contact 100 is provided for this purpose, being connected with the other clearing contacts 7 6 and 86. On the other hand, the presence of the contact 100 alone might be dangerous by reason of the fact that a car coming from the line 6 along the cross-over 8 to the line 2 might make contacts at 32 and 60 after clearing the system by making the contact at 100, thereby splitting the switch under a car at the switching point 10. In order to prevent this, a second contact 102 is provided closely adjacent to contact 100 but insulated therefrom. If a car proceeds from line 2 to line 6, contact will be made at 100 but the contact 102 will be rendered inoperative by reason of the fact that the contact 104 is broken by the energization of relay 80, On the other hand, current through contact 102 will pass through the closed contact 110 and thereby maintain the relay 80 energized. However, if a car is proceeding from line 6 to line 2, contact at 102 will be f' are simultaneously made, since, although insulated from each other, they are close 'together. At this time the current through contact will pass not through contact 7 8 but through contact 108, serving to maintain the relay 106 energized even though the contact 102 will be broken and 100 only remains made. It is not until the car passes beyond contact 100 that the relay 106 is deenergized and contact can be made at 78. It thus happens thatthc relay 18 is not energized upon such movement of a car.

Referring now to Fig. 2, there is illustrated a similar system in which, however, the control is eifected by the passage of the car over insulated sections of the tracks. The overhead line does not enter into this operation, although it is indicated at L as a source of power for the system. Instead of this source of power, it will be obvious that in the case of a steam railroad, for eX- ample, any other source of power may be used. In this case, to avoid the necessity of providing excessive electrical current to throw the switch, it will be clear that the solenoids 14 and 16 may merely control a. valve or relay or the like so that the switch may be actuated by compressed air or an electricy motor driven from an auxiliary supply.

In Fig. 2, indicates the main continuous grounded rail. The other rail includes the insulatedV segments 122 and 124. the latter continued along` the corresponding branch rail 125, as indicated, insulation heilig provided between the segments and also in the rod connecting the switch points, as indicated at z'.

The secondary of a transformer 126 is connected between the section 122 and the main rail 120. The secondary f another transformer 128 is connected between the section 124 andthe main rail 120.

If no car is present on thc section 122. the relay 130 is energized, maintaining broken the contact at 132` which corresponds to the contact at 36 in the modification of Fig. 1. On the other hand, as soon as a car passes upon this section of the rail, the secondary of the transformer is short-circuited, deenergizing the rail 130 and making contact 132. Thereafter there ensues the sameA series of operations as occurs upon the mal-zing of contact 36. In Fig. 2 the parts which are the same as in Fig. 1 have been so designated. so that the operation may be readily followed.

Depending on whether he intends to proceed straight ahead or on the branch track. the operator regulates the speed ofthe car so as to enter upon the section. i12-t when either the green or the yellon7 lamp is lighted. If he proceeds when the green lamp is lighted, a contact is made at 28. On the other hand, if he proceeds when the red lamp is lighted, the contact is made at 8st.

As soon as the section 124 is reached the secondary of transformer is short-circuited, de-energizing the relay 134: which has heretofore held closed contact 136 corresponding to contact 20 and serving to maintain energized the relay 18. "When the contact 136 is broken by the release of the armature, the contact 138 is closed. rIhis contact corresponds to the contact made at 60, serving to close the line through either of the solenoids 14 or 16, depending upon the actuation of the relay 82. In this case, also, the relay 18 is of a slow release type so that breaking of contact 30 does not occur until after the switch is thrown. Inasmuch as all of the parts function identically, Aas heretofore described in connection with the modiication of Fig. 1, the description will not be repeated. As soon as the car passes beyond the section 124 of the rails, which section, it

will be noted, extends into the branch track beyond the switch, the relay 134 is re-energized, closing contact 136 and re-energizing relay 18, thereby maintaining closed the contact 30.

It will be obvious that the details of the selecting and svtch operating circuits may be modified without departing from the in` vention, the details shown being of preferred A and satisfactory embodiments thereof.

One modification of the invention, which in some instances would be quite satisfactory depending upon the character of the traiiic, would involve a continuous operation of mot-or 42 with the elimination of the prelimiiDO nary controlling means including relays 38 and their associated parts. In this modification, in both the wire or rail systems, the lamps G and Y would be alternately illuminated, the relay 82 being energized during the 105 period of illumination of lamp Y. It would then be necessary for the operator of a car to pass Contact 60 or pass over rail 124 during the illumination of the proper lamp although he cannot control the time of its period of iw illumination.

While the invention has been described in connection with a railroad, it is obviously applicable to the control of vehicular tra'Hic on highways the controlling contacts 32 and 60, la'

or only contact 60, for example, being replaced by pedals or other devices sensitive to the passage of vehicles and the switch being replaced by traffic control lamps. By such device, a driver of a vehicle could be assured ico of the maintenance of a given light during his passage across an intersection or during the making of a left turn thereat. The signals could be cleared by the use of pedals beyond the intersection corresponding to 76 ntra and 86.

lVhile only two branch roads are shown as diverging from the junction point, it will be clear that more than two may so diverge, the

selective passage along any one being con- 'ita trolled by passage or the contact 60, for example, during the corresponding one of several periods corresponding in number to the branches.

It will be obvious that numerous other modiiications may be made within the scope of the invention as defined by the Afollowing claims.

What I claim and desire to protect by Letters Patent is:

l. In combination with a roac s f'stem in cluding a road forming an approach to a junction and branch roads extending from said junction, controlling means for traihc including means for determining the branch road which may be talren by a vehicle from the junction, and means 'for selectively operating the determining means, sai d operat ing means being controlled by the passage oi a vehicle into a given portion of the approach road at any instant oi one predetermined period of substantial duration to operate the determining` means to permit passage upon one branch road, and by the passage of a vehicle into the same portion of the approach road at any instant of another predetermined period of substantial duration to operate the determining means to permit passage upon another branch road.

2. In combination with a road system including a road forming an approach to a junction'and branch roads extending from said junction, controlling means Ylor traiiic including means for determining the branch road which may be taken by a vehicle Atrom the junction, and means for selectively operating the determining means, said operating means being controlled by the passage oi a vehicle into a given portion of the approach road at any instant of one predetermined period of substantial duration to operate the determining means to permit passage upon one branch road, and by the passage of a vehicle into the same portion of the approach road at any instant or' another predetermined period of substantial duration to operate the determining means to permit passage upon another branch road, the times or' said periods being determined by the passage of the vehi cle through a portion of' the approach road in advance ot the said given portion thereof.

3. In combination with a road system including a road forming an approach to a unction and branch roads extending .trom said junction, controlling` means for traiiic includ ing means for determining the branch road which may be talren by a vehicle from the junction, means for selectively operating the determining means, said operating means being controlled by the passage of a vehcle through a given portion of the approach road during one predetermined period to operate the determining means to permit pas-- A sage upon one branch road, and by the pas sage of a vehicle through the same portion oi the approach road during another predetermined period to operate the determining means to permit passage upon another branch road, and means operated by the passage of a vehicle beyond the junction to clear the controlling means i'or operation by a succeeding vehicle.

4t. in combination with a road system including a road forming an approach to a junction and branch roads extending from said junction, controlling means for trailic including means for determining the branch road which may be taken by a vehicle from the junction, means tor selectively operating the determining means, said operating means being controlled by the passage o'l a vehicle through given portion of the approach road during one predetermined period to operate the determining means to permit passage upon one branch road, and by the passage of a vehicle through the same portion of the approach road during another predetermined period to operate the determining means to permit passage upon another branch road, the imes of said periods being determined by the passage oi' the vehicle through a portion of the approach road in advance of the said given portion thereof, and means operated by the passage oi' a vehicle beyond the junction to clear the controlling means for operation by a. succeeding vehicle 5. In combination with a railway systemincluding a railway forming an approach to a junction, and branch railways extending from said junction, controlling means for traliic including switch means vfor determining the branch railway which may be taken by a vehicle from the junction, and means for selectively operating the switch means, said operating means being controlled by the passage of a vehicleinto a given portion of the approach railway at any instant of onev predetermined period of substantial duration to operate the switch means to permit passage upon one branch railway, and by the passage of a vehicle into the same portion o'f the approach railway at any instant of another predetermined period of substantial duration to operate the switch means to permit passage upon another branch railway.

6. In combination with a railway system including a railway forming an approach to a. junction, and branch railways extending from said junction, controlling means for trailic including switch means for determining the branch railway which may be taken by a vehicle from the junction, and means for selectively operating the switch means, said operating means beine controlled by the passage of a vehicle into a given portion Aof the approach railway at any instant of one predetermined period of substantial duration to operate the switch means to permit passage upon one branch railway, and by the passage of a'vehicle into the same portion of the apgi 'n proach railway at any instant of another predetermined'period of substantial duration to operate the switch means to permit passage upon another branch railway, the times of said periods being determined by the passage of the vehicle through a portion of the approach railway in advance ot the said given portion thereof.

7. In combination with a railway system including a railway forming an approach to a junction, and branch i'ailways extending from said junction, controlling means for tratic including switch means tor determining the branch railway which may be taken by a vehicle from the junction, and means for selectively operating the switch means, said operating means being controlled by the passage of a Vehicle through a given portion of the approach railway during one predetermined period to operate the switch means to permit passage upon one branch railway, and

by the passage of a vehicle through the same portion of the approach railway during another predetermined period to operate the switch means topermit passage upon another branch railway, and means operated by the passage of a vehicle beyond the junction to clear the controlling means for operation by a, succeeding vehicle.

8.. In combination with a railway system' including a railway forming an approach to a junction, and branch railways extending from sai df unction, controlling means for traiiic including switch means for determining the branch railwa which ina-v be taken b av .Y

vehicle from the ljunction, andv means for selectively operating the switch means, saidv operatingl means being controlled by the passage oit a. vehicle through a given portion oi the approach railway during one predeterminedi period to operate the switch means toY ermit passage upon one branch railway, and y the passage of a vehicle through the same portion of the approach railway during another predetermined p-eriod to operate the switch means-to-permit passage upon another branch railway, the times of said periods being determined by the passage of the vehicle through a portion of the approach railway f in advance of the said given portion thereof,

and means operatedvby the passage ot a vehi'cle beyond the` junction to clear the con.- trolling'means for opera-tion by a succeedingl vehicle.

9:. In combination with a roady system includingl a roadl forming an approach to a junction and branch roads extending from said; junction, controlling means for tratlic:

ating the determining means, said operating' means being controlledby theA passage ot a,

vehicle into a given portion of the. approach ro'adfl at any instant of one predetermined;

period of substantial duration to operate the determining means to permit passage upon one branch road, and by the passage of a: vehicle into the same portion of the approach road at any instant of another predetermined period ot substantial duration toy operate the' determining meansv to permit passage upon: another branch road, said operating means including a selective circuit controlling device for determining the periods.

l0. In combination with a road system including a road forming an approach to a junction and branch roads extending from said' junction, controlling means for traiiic in-n cluaing means for determining the branch road which may be taken by a vehicle from' the junction, and means for selectively operating the determining means, said' operating means being controlled by they passage' of a vehicle into a given portion ot the approach road at any instant of one predetermined period of substantial duration tooperate the' determining means to permit passage upon one branch road, and by theV passage` ot a vehicle into the same portion of the approach road any instant of another predetermined period of substantial duration to operate the determining means to lperm-it passage upon another branch road, said opera-tingl means includ-ing a selective circuit controlling device for determiningl the periodsset into opei-- ation by the passage of the vehicleV through a portion of the approach road in advance of the said given portion thereof.

ll. In combination with a railway system' including a railway forming an approach toa junction, and branch railways extending from said junction, controlling means for traliic including switch: means for determining the branch railway which may be taken by a vehicle from the junction, and means for selectively operating the switch means, said operating means being controlledy by the passage ol a vehicle into a: given portion of the approach railway at any instant of one predetermined period of substantial duration to operate the switch means tio-permit passage upon'one branch railway, and by theI passage of a vehicle into the same portion of the appreach railway at any instant of another predetermined peri-od of substantial duration tooperate the switch means to permit passage upon another branch railway, said operating means including a selective circuit control-- ling device tor determining the periods.

l2; In combination withV af railway systemY including a railway forming an' approach toa junction, and branch railways extending from said junction, controlling means for traffic including switch means for determining the branch railway which may be taken by a vehicle 'from the junction', and: means for selectively operatingv the switch means, said' operating means being controlledfby the pasi sage of a vehicle into a given portion of the approach railway at any instant ol:D one predetermined period of substantial duration to opera-te the switch means to permit passage upon one branch railway, and by the passage of a vehicle into the same portion of the approach railway at any instant ot another predetermined period of substantial duration to operate the switch means to permit passage upon another branch railway, said operating means including a selective circuit controlling device for determining the periods set into operation by the passage of the vehicle through a portion of the approach railway in advance of the said given portion thereof.

I3. In combination with a railway slf'stem including a railway forming an approach to a junction, and branch railways extending from said junction, controlling means for traffic including switch means for determining the branch railway which may be taken by a vehicle from the junction, and means tor selectively operating the switch means, said operating means being controlled by the passage of a vehicle throughagiven portion ofthe approach railway durinO one predetermined period to operate the switch means to permit passage upon one branch railway, and by the passage of a vehicle through the same portion ot' the approach railway during another predetermined period to operate the switch means to permit passage upon another branch railway, the control of said operating means taking place irrespective of whether' driving power is or is not being supplied to the vehicle during passage through the given portion ot' the approach railway.

lll. In combination with a railway system including a railway forming an approach to a junction, andbranch railway extending from said junction, controlling means for traffic including switch means for determining the branch railway which may be taken by a vehicle from the junction, and means for selectively operating the switch means, said operating means being controlled by the passage of a vehicle through a given portion of the approach railway during one predetermined period to operate the switch means to permit passage upon one branch railway, and by the passage of a. vehicle through the same portion of the approach railway during another predetermined period to operate the switch means to permit passage upon another branch railway, the control of said operating means being etliected by the electrical connection of parts of the rails forming said railway through the vehicle.

l5. In combination with a railway system including a railway forming an approach to a junction, and branch railways, extending from said junction, controlling` means for trathc including switch means for determining the branch railway which may be taken by a vehicle from the junction, and means for selectively operating the switch means,

said operating means being controlled by the passage of a vehicle through a given portion of the approach railway during one predetermined period to operate the switch means to permit passage upon one branch railway, and by the passage of a vehicle through the same portion of the approach railway during another predetermined period to operate the switch means to permit passage upon another branchlrailway, the times of said periods being determined by the passage of the vehicle through a portion of the approach railway in advance of the said given portion thereof, and the control of said operating means taking place irrespective of whether driving power is or is not being supplied to the vehicle during passage through the given portion ofthe approach railway.

' 16. In combination with a railway system including a railway forming an approach to a junction, and branch railways extending from said junction, control-ling means for tratlic including switch means for determining the branch railway which may be taken by a vehicle from the junction, and means for selectively operating the switch means, said operating means being controlled by the passage of a vehicle through a given portion of the approach railway during one predetermined period to operate the switch means to permit passage upon one branch railway, and by the passage of a vehicle through the same portion of the approach railway during another predetermined period to operate the switch means to permit passage upon another branch railway, the times of said periods being determined by the passage of the vehicle through a ortion of the approach railway in advance ci3 the said given portion thereof, and the control of said operating means being effected by the electrical connection of part-s of the rails forming said railway through the vehicle.

17. In combination with a railway system including a. railway forming an approach to a junction, and branch railways extending from said junction, controlling means for traffic including switch means for determining the branch railway which may be taken by a vehicle from the junction, means for selectively operating the switch means, said operating means being controlled by the passage of a vehicle through a given portion of the approach railway during one predetermined period to operate the switch means to permit passage upon one branch railway, and by the passage of' a vehicle through the same portion of the approach railway during another predetermined period to operate the switch means to permit passage upon another branch railway, and signalling devices for indicating the duration of the predetermined periods to the operator of the vehicle.

18. In combination with a railway system including a railway forming an approach to 8 maniac a inaction, and branch railways extending from said junction, controlling means io traffic including switch means for' determining the branch railway which may be taken by a vehicle from the jiniction moons' for selectively operating the' switch Yinea-ns, said operating means being controlled by the 'pasa sage cf a vehicle through a given portion of the approach railway during one pieetr# mined period to operate the switch ineens to permit passage upon one branch railwa 5 and by the passage of a vehicle through t e same portion ofthe approach railway during another predetermined period to Operate the switch means to permit passage upon nother branch railway, signalling devices for indi'- cating the duration of tliepredeterinined periods to the operator of the vehicle, and other signalling devices for indicating to vstiid operator lthe condition of the switch means.

In testimony loflvvhich invention, I have hereunto set my hand,l at Philadelphia, Penn- Sylvania,- on this 11th day of August, 1930.

ARCHIBALD H. KINGHORN, JR. 

